Technical

Power Fusion

PF: Fuel Additives

"Power on Demand"

where Mileage, Efficiency and Power go hand-in-hand

What is vapourization?

It is the conversion process of changing a liquid into a vapour that consists of molecules of some compound mixed with air in a homogeneous distribution.

The finer the vapourization process, the smaller become the liquid particles until they approach a fog condition where the individual particles are simply lone molecules or very small clusters of molecules of the fuel.

Vapourization does not usually produce free atoms of the liquid fuel as that would require thousands of degrees. Thousands of partial products are created that eventually combust into stable products. Bad fuels are those that FAIL to readily form into the smallest fuel fragments with the greatest population of fuel particles.

When fuel remains in large clumps due to its chemical composition, a significant amount of unburned fuel will make its way out the exhaust and past the rings UNBURNED or not fully combusted into final products as sludge. That means more pollution, which leads to severe health problems.

Fuel that is fully gaseous, such as propane, is the very best and cannot make us sick. Gasoline with a small amount of propane offers good mileage due to improved vapourization. But not everyone puts propane into their gas.

The vapourization process normally cools the mixture of air and liquid as it proceeds. This is due to the latent heat of evaporation. But high compression is capable of generating temps as great as 1000 degrees. Thus the tiny, evaporated fuel particles are zooming around faster in the gaseous mix after compression and contain more kinetic energy.

The added energy came from the adiabatic compression process and a greater number of collisions and the higher local temperature reflects that fact. In order to make the fuel particles go back into the liquid state, heat must be removed from the air-fuel mix. So to encourage the production of heat and maintain strong combustion we need the numbers of fast collisions to grow by having smaller more active fuel particles. The greatest possible frequency of collisions occurs when the fuel is turned into a FOG rather than a simple mix.

The heat in the chamber will then convert the FOG into a true gas to react with oxygen. But high heat alone is not the central mechanism used to produce good FOG. Low pressure does it when a partial vacuum exists in the intake manifold of a gasoline engine. The trouble with heat is that low heat raises the surface tension effects and the common fuel particles usually ball up into clumps or clusters of fuel. When that happens, a vast increase in temperature is needed to break up the clusters and get on with the job of vapourization and combustion.

FOG creates the smallest particles known and for purposes of combustion, FOG is just ideal for getting the best combustion and best mileage. It is convenient for company engineers to claim the high heat of combustion in the chamber will surely vaporize any fuel particle. And they claim what does escape combustion inside the engine will burn in the tailpipe or catalytic converter. That is the job of the catalytic converter, to collect the unburned HC (hydrocarbon fuel fragments) before they enter the air we breathe. But the main flaw in their arguments is the tiny bit of time available for combustion to take place.

For instance if you draw your hand quickly through a flame, it will not burn you. A V8 has only half the time available for combustion than that of a 4 cylinder engine gets when both engines are the same size. Each cycle takes half the time in a V8 as in a 4 cylinder engine. Theoretically a 4 cylinder engine should be more efficient than a six or eight-cylinder engine because it allows more milli-seconds for combustion to proceed near top center.

On the other hand a 4 cylinder combustion chamber is more likely to experience knock, having a longer time span than with a V8. So a higher octane fuel is sometimes more suited to a four-banger. Many other factors are in play however such as the compression ratios and efficient combustion chamber design. It is far better to combust all the fuel fragments inside the chambers before any of it can get past the exhaust valve to get burn in the catalytic converter.

A bad fuel interferes with good vapourization. A bad fuel allows knock to occur. Almost any 4 cylinder stick driven car can be made to knock at slow speeds. But for any car to knock at normal speeds is unacceptable. A bad fuel promotes poor or mediocre fuel economy. A bad fuel is sluggish or exhibits exhaust soot and poor emissions.

Power Fusion contains light hyrocarbons that improves the vapourization rate.

The way fuels combine with air is a combustion process whereby a fixed weight of air mixes with one pound of the fuel. This is called the air-fuel ratio or simply the mixture. When the mixture for a certain fuel is correct, there should be no excess fuel nor excess air left over. That is the stoichiometric mixture ratio or ideal ratio. At that ideal mixture the ingredients come together in calculated whole number parts that are quite close to reality. Therefore there is no excess fuel or oxygen.

But there is some excess or waste that normally occurs.

In a very rich condition, there is excess fuel but all the oxygen in the chamber will be consumed to produce maximum power.

Under very lean conditions, there will be excess oxygen but all the fuel will be consumed to produce maximum economy.

At maximum power, the temperature in the chamber will be at its highest.

At maximum economy, the temperature in the chamber will be lower.

Maximum power requires full throttle while maximum economy needs only a partial throttle.

When fuels are burned, the first stage reactions break apart to disassociate the starting fuel blobs unless the fuel is already a gas. When the blobs slam into more fuel clumps, oxygen molecules and nitrogen molecules, the blobs further break up into smaller pieces. There begin to appear thousands of partial products of combustion as we enter second stage where combustion will largely depend on what happened during first stage.

The degree of vapourization and size of the fuel particles during second stage will determine the number of collisions between fuel particles and oxygen particles. The heat produced during first stage will greatly influence the resulting heat release during the rest of the combustion process when the piston is moving quickly downward.

The ignition timing is a further influence of how much work from the chemical reactions will be converted efficiently into torque. The maximum number of hard collisions between fuel fragments and oxygen determines the temperature in the chamber. Light ions released during first stage are the easiest to convert their hydrogen and carbon atoms into final products because they are less complex.

The light hydrocarbons ion is a wonderful fuel and contributes a high octane rating, good combustion, mileage and good ignition.

Power Fusion contains light hydrocarbons and it is able to survive the heat of combustion for a long time although they are vapourized.

The great advantage of light hydrocarbons may be seen during second stage combustion when the ordinary and heavier fuel fragments are caught in the sticky, viscous whirlpool that impedes further combustion. The light molecules and fragments are able to still zoom around like bullets and encounter many hits that elude the heavier components.

Hydrogen is the lightest and fastest and most active particle, even in a very hot cylinder. The lighter particles can collide with a high frequency and are not slowed much by the great viscosity. They can help yield more torque.

Therefore they can contribute a very strong role in overcoming surface tension and continuing good combustion under conditions that might otherwise cause it to sputter and/or die out. When these very kinetic small objects persist in the combustion process, they do not slow down and will likely interact with larger fuel fragments in the neighborhood.

The result is combustion that keeps going strongly until the exhaust valve opens. No, the small particles are not fast burning but they burn completely and assist other particles to burn completely. The instant the exhaust valve begins to open, a very drastic cooling takes place within a very few degrees of rotation. This ends combustion within the cylinder and flushes the contents of the cylinder out toward the atmosphere.

Your foot and throttle dictate how much power you want. So you press on the accelerator until that desired power is available. When you get too much power, you back off. The engine responds to your foot by allowing more air and fuel to enter the engine until the desired power and torque are reached. If the engine is wasting fuel, additional fuel and air have to attempt combustion to get what you want. Much goes to waste that way. BUT when there is little or no waste, you get your power quickly and you back off sooner. Thus mileage, efficiency and power go hand-in-hand.